Railroad-traffic-control equipment.



B. F. WOODING. RMLROAD TRAFFIC coNTRoL EQUIPMENT.

APPLICATION FILED NOV. 9, 1915. 1,21 1,995. Patented Jan. 9,1917.

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RAILROAD TRAFFIC CONTROL EQUIPMENT. APPucATlon mso Nov. 9, 191s.

Patented Jan.. 9, 1917.

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f A TORNEYS B. F. WODING. RAILROAD TRAFFIC CONTROL EQUIPMENT.

APPLICATION FILED NOV. 9. 1915. 1,21 1,995. Patented Jan. 9,1917.

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UNITED sTATEs PATENT oEEIoE.

RAILROAD-TRAFFIC-CONTROL EQUIPMENT.

To all whom 'it may concern Be it known that I, BENJAMIN F. Woon- ING, a citizen of the United States, and a resident of Montclair, in the county of Essex and State of New Jersey, have invented a new and Improved-Railroad-Traliic-Con trol Equipment, of which the following is a full, clear, and exact description.

Among' the principal objects which the present invention has in view are: to provide a railway road-bed with traffic control apparatus capable of avoiding tools, such as snow-plows, for clearing the road-bed. and for avoiding other memberscarried by the locomotives or trains purposely or accidentally pendent therefrom in the path of said control apparatus; to provide characterization current-supplying ramps resiliently suspended inan operative position to be readily depressed therefrom when struck by a moving object; and to provide a suspension mechanism for-the above-mentioned ramps, which is simple and durable and readily replaced.

Drawz'ngs-Figure 1 is a top plan view showing a fragment of a railway road-bed and a control ramp having an equipment apparatus constructed and arranged in accordance with the present invention; Fig. 2 is a side view of the same, showing in conjunction therewith, a railway car wheel anda contact blade mounted thereon for coperation with said equipment` apparatus;

Fig. 3 is a cross section on an enlarged' 1 scale,

the section being taken as on the line 3 3 in Fig. 1, showing the equipment apparatus in its service position, part of said apparatus being cut away to show the supporting spring therefor; Fig. 4 is asimilar view showing the apparatus in a depressed position; Fig. 5 is a detail view on an enlarged scale, in section, the section being taken as on the line 5-5 in Fig.` 1, the cooperative parts of the apparatus being shown in their inactive position; Fig. 6 is a similarview, showing the parts in their active position and a contact blade as extendingy therebetween; Fig. 7 is a detail view in cross section, showing a mounting for said contact blade and contact member coperating 'therewith for supplying current to the moving element of the railway system forcontrolling the same; Fig. 8 is a diagrammatic view showing the contact blade, the engagement thereof with a frag- Specication of Letters Patent.' i

- Patented Jan. 9, 1917.

Application led November 9, 1915. Serial No. 60,605.

ment of a control apparatus, and a portion of the operating control mechanism carried by the moving elements of the railway system; Fig. 9 is a side view, partly in section, of a suspension structure for the control device, said structure being in accordance with a modification of the invention.

` Dcscrz'ptz'on.-As seen in the drawings, the railway road-bed has disposed at the side wthereof, ramps, which are suspended by arms 14, the outer ends whereof are united rigidly by bracket blocks 15 and bolts 16, to an angle rail 17, as best seen in Figs. 3 to 6, inclusive. The blocks 15 are insulated from the arms 14, so that track current supplied to the lramps by means of a terminal 18, as shown in Fig. 1 of the drawings, is not grounded on the track rail upon which the arms 14 are pivotally mounted. The arms 14 are each provided with a foot extension 19 to pass below the track rail and to extend therebeyond to receive a retaining block 20, which has a supporting lip 21, and which is held in position by a bolt and nut 22. Below the lip 21 and coperating therewith, is formed in the foot 19, a recess 23, into which the flange of the rail extends when the arm 14 is depressed, as seen best'in Fig. 4 of the drawings. The arms 14 are normally suspended and maintained in service position as shown in Fig. 3 of the drawings, by means of heavy coil springs 24 with which the arms are equipped. Each spring 24 is mounted under tension between rocking blocks 25 and 26,y the latter of which has an angular recess 27 to form a seat for the block upon the outer edge of the flange of the railway rail, and thereby form a rocking seat for pivoting said block and spring structure connected therewith. The block 25 has a centrally disposed nib 28 for seating within a perforation 29 formed as a socket therefor in a bearing bracket 30, which is preferably integrally constructed with the arm 14. The blocks 25 and 26 are each furnished with conventional centering pins 31 for holding the spring 24 in service relation to the said blocks.

It is obvious that the weight of the ramp supported at the outer ends of the arms 14,r

is carried by the springs 24. Provision is made for determining the service position of the ramps and of the rails 17 thereof, by

properly p icc using stop plates 32, which are held on'the 110 )arms naaf-sneeze', nantais-aga felationthrto. "The" inner'ends" fjtleplates 32 engage the railwayV rail and preferably at the junction ffthehea'dwith=the'"web thereof, asbest seenin Fig. 3 of the draw-V ings. l v Y Y y It is obvious that when the railway ,roadi bafisfequippeu#Wammes having-anis 217 ey'erayheavy object, such asjamsnow-plow or.V `QtlrStrafik#.Clearing or @Quartet-i011 instrumntaisimped fFfeLthe readrbd t e. level' with m01. below thplene ,of the #Op 0f Y the railwa IalSf` When the rampsare jso depresse,... thagarms legswing on the inner edges-ei the flangefof the railway; rail wth which they are engaged, thepiyot connectien llg formed by the blocks 29am Clips l 21 thereof. ',The normalf angular disposition offthe'ppdsite edgeoftheliange of theV railway u rail: and 4vthe brackets V30, `results in thichirlsslsonf the Springs 24 Whenthe bijaeliets are,moyed'toward theaplane of the railway rail flange. When ytinepressure on the rails 17 his removed, the springs `24 im- Y mediately roel; the arms 145130 replace the n, y.. ..1,1-1.. i i the f metalllc circuit iembodying Vthe contact s seen rampsin thepserviceposition, The resistance fffthe springs 24"` is suiiicient to hold the a'inps inn vnormalA service; position under nfmaerne conditions. Y, Y :The'h rei Acrib d ramps are provided for transmitting, electricl current from an outsidesource, suchv as'indicated b y the numeralff34flshown inrpthediagram in Fig.` 8

" e o fthefdrawings and bymeansof thedterminal indicated said A Fig.u 8, and asalso seen inllig.i Vl.; The` source l34, 1n

ilflice iS, e newer, Station' Supplying Cufrent.forliai stretchlof track or railway roadbeA fandbthusjin ciruit with one `or "more of he Vrfamps and with thefrail's l 17l thereof. The` c ntactthns'fiorlally established isV due n'ctafafrith.,an the hooks' 35 dependent from therailsl7 and` extended under to is'nor'mally charged'withan electric current turatingthe magnet 37 with which moving member of the `railway system provided. .',The magnet 37 `is 'disp o'sed in blade'` local wires39 and 40, and a master C, e iscompleted, `lvVhenithemagnet '37 is thus initiigf' s if .the "dmwingsfhe .wire40nf1segrounded andwojne s ijde of4 the isourc 3.4Jisu also grounded.; Therefore, when saturated, `an armature cap 42 is drawn to- "relied upon to close the escape pipe 44 of 3an airfbr'akesyst'em 4with'which the moving Vmember is provided. Normally, or when tle-blatle38 is not'engaged by the ramp, #said bladeis rocked by the spring 45 to a position where the nger 46 makes contact withdtheyielding terminal 47. The terminal 47, together with the wires 48, 49, an

electric source 50, the blade 38, wire V39,

switch 41, and wire`40, form a sec'ond circuit by which `the Inagnet`37 Vis energized,

with the effect that thearmature 42` andball valve 43"are seated. In 'other words, itis necessary thatj both circuits, that incorporating they source 34'and thatincorporating the source 50, shall be openat the Sametime to denergize the AI'nagnst 37 rand permit the rair pressure on the ball valve43,`with the'result thatthe air pressurein the-trainpipe vwith which the `moving member Cis-provided, is

reduced.y

As lis shown best in lFigc-lief Vthe'drawp ings, the ramps are vincorporated *ina distinct circuit and inseries therewith. `That is to say, the rail 17 isconnected ywith the main linel atbothendsoff-the ramp, by

means ofthe terminals 18. It rwill'alsobe understood that the source `34`gis controlledV by traftlcjconditions, prevailing infthe block ahead. -Theref0re, if it so happens that a thepressure belowthe force off-the magnet, that the engineer is permitted lto charge fthe train fpipe for restabl'ishing the working pressurethereof. =Inthis mannerfthe operation of' the circuit incorporating' the source 50, is offset, when the blade38 having passedffrom 'the control 'of Ithe `ramp `'is again rocked tothe position where the` linger 46 rests on the terminal 47 and-the -magnet 37 becomes saturated' in consequence thereof.

From the foregoing it"-willfbe` seen that when the traiiic condition of the-blockfahead has escapedthroughthelpipe f44=to reduce is `suchas to 'cut' out "the Ysupply ofV current tol theV rearward ram-p7., the *moving member endeavori'ng to pass r`'such framp 'will be brought to-a stop without-theintervention ofI thelengineeror person2 inL charge.

jAs shown best in Fig. f6,thebla'dev 38 when'engagedbythe ramp ischeldwagainst the electrically charged rail 17, by an auX- iliary rail 52. The rail 52 is normally held, as seen in Figs. 3 and 4 of the drawings, under, or in closed relation to the rail 17, being held in this position by springs 53 and bolts 54, which surround the same. lThe rail 52y is pivotally connected with the rail 17 by means of hanging brackets 55 and 56, said brackets being pivotally united by pins 57. The housing 58, wherein each spring 53 is disposed, is vintegrally formed in the brackets 56, as shown best in Figs. 5 and 6 of the drawings. The springs 53 and bolts 54 are constructed to permit the necessary movement of therail 52 when yielding tov the blade 38, as seen in Fig. 6 of the drawings.

vAs shown in Figs. 1 and 2 of the drawings, the ramps composedk of the rails 17 and 52, are spread or flared at the ends of said ramps to form entranceways 59, and are depressed at the terminals of said ent'ranceways below the normal path of the blades 38. The rail 17 of each ramp is structurally connected with an anchor member 60 at opposite ends of the ramp, and by means of an insulating block 6l. As seen best by comparison of Figs. 1 and 2 of the drawings, the widest portion of the entranceways 59 is likewise the highest portion of the ramp. By this means is insured the entrance of the blades 38 between the rails 17 and 52.

In Fig. 9 of the drawings, a modified form of the arms employed for supporting the ramps is shown. The modification consists principally in that there are substituted for the extensions 19, bed plates 62, which are bolted directly to the ties of the road-bed. The springs 24 employed therein are also supported at the lower or inner end by a second rocking block 25 in lieu of the rocking block 26. The rocking block thus substituted has a seat in a in 63 with which said bed plate is provided. The bed plate 62 and arm 64 of the modied form are pivotally connected by a pivot pin 65. The operation of the modified form corresponds in all essentials with the operation of the preferred form, with the exception that the limit of the elevation of the ramp is controlled in the modified form by the jointed links 66 and 67. The link 66 is pivotally united by a bolt 68 with the arm 64, while the link 67 is similarly united by a bolt 69 with the bed plate 62. rlhe link 67 is furnished with an overturned end or toe 70, thus shaped to operate as a stop member to engage the end of a set screw 71. It is obvious that in accordance with the ma nipulation of the screw 71, the links 66 and 67 are limited or regulated in their relative opening or movement and in turn limit or regulate the elevation of the ramp and the rail 17 thereof above the bed plate 62 and 1. An equipment as characterized comprising a ramp; and vertically yielding supp orts for said ramp permitting the depression of the same belowy the crown of the trak rail with which said ramp is associate 2.oAn equipment as characterized comprising a ramp; vertically yielding supports for said ramp permitting the depression of the same below the crown of the track rail with which said rampV is associated; and means pivotally connecting said supports with the adjacent track rail. Y

3. An equipment as characterized comprising a ramp; vertically yielding supports for said ramp permitting the depression of the same below the crown of the track rail with which said ramp is associated; and means pivotally connecting said supports with the adjacent track rail, said means embodying foot extensions disposable below the flange of said rail, and a retaining block removably connected therewith forming a pivot seat for the inner edge of said flange.

An equipment as characterized comprising a ramp anchored upon a road-bed; a plurality of supporting arms rigidly secured to said ramp intermediate the ends thereof, said arms being provided each with a foot extension for disposition below the flange of an adjacent track rail and having a hook-like pivot seat for engaging the inner edge thereof; and a plurality of spiral springs for supporting said v arms, said spring being` pivotally connected at the ends thereof with one of said arms and the edge of said flange.

5. A11 equipment as characterized comprising a ramp anchored upon a road-bed; a plurality of supporting arms rigidly secured tosaid ramp intermediate the ends thereof, said arms being provided each with a foot extension for disposition below the flange of an adjacent track and having a hook-like pivot seat for engaging the inner edge thereof; a plurality of spiral springs for supporting said arms, said springs being pivotally connected at the ends thereof with one of said arms and the edge of said flange; and means for definitely arresting the upward movement of each of said arms.

6. An equipment as characterized comprising a ramp anchored upon a road-bed; a plurality of supporting arms rigidly secured to said ramp intermediate the ends thereof, said arms being provided each with a foot extension for disposition below the flange of an adjacent track rail and having a hook-like pivot seat for engaging the inner edge thereof; a plurality of spiral springs for supporting said arms, said springs being pivotally connected at the ends thereof with ,i ing'a ramp; Verticallyayieldingfsupports:for

i Veneiofsaidarmsiauilithe edgeeof saidange,

ra'stop member adjustably mounted :.oneach ofsaid arms; and means for fxingithe operative :positionrof said-:member for deterxminingthefelevatiomofsaid'rramp.

Y same below the crown ofV the track rail with Y lo l ally.connectingasaidsupportswith theadjacent 1 track frail; .zand Vmeans for supplying which saidinamp :isiassociated :means `pivott electric *currentrto fsaidlframp when Aactively disposed. 1

g 8. :Anf equipment as characterized comprissaid@rampfpermittingz ,the .depression 1 oi the samebelow AAtheucrown` of ,the-track rail with which :said rampI is .associated Vmeans pivotally ,connecting saidzasupports :with: the adjacent tnackrail *means for supplying electriczcurrentito. said ramp when: actively disposed; and means ifor discontinuing said supp when 'said rampis` depressed.

nf equipment :as characterized comprisingr-a ramp vertically yielding supports 4 for said ramp permittingthe depression: of the sament belOWTthe-crown of theqtrack rail `with whichsaid ramp :is :associated ;f means; pivotally connectingTsaidrsupports withtheladja- Vcent-track rail,said means ,embodying adefinitely' positionedfbnacketi connected-With the road-bedl'structure aand ahook Afrorengaging said bracket, said hook fbeing rigidly at- Y tachedtoisaid Qramp.

10. v1An equipmentzras characterized comprising a :pluralityfof ramps, eachhaving p'ivctally ,mounted 4interfolding mails; yielding meansffor normally rholding said rails in 'ifolded r position; means "for iguiding a bladeibetweensaid-rails or receiving. electric current therefrom; a supply of,v electric currentfto saidfrails ;;and apluralityof yielding supports `pivotally connecting- :said ramps to the;Y adj acent yrails infixed relation thereto.

lldrin equipment as characterized come prisingia plurality of ramps, each 4of ,f said ramps :comprising a plurality of .edge-lapping i rails l. and l@resilient `means for maintaining said rails in normal relation, said railsi being longitudinally,` shapedto :format the ends ofsaid ramps, 'flaredentranceways between :said frails, `thebends yof :said rails Jforming said 1 ent-ranceways being f depressed relative;tofthe4 normalheiglit 0f Saidramps, and said 'rails-extending above thenormal height: ,of saidrampsat; the widest section of saidtentranceways V,for ,insuring the engagement by Asaidyrails, of ai YContact member 1 with which ,the moving members of ya railway system is provide e AMINF. WOODING.

:Witnesses z,

wEJEfMURDocK,

PHILIP D. ROLLHAUS.

Y A Vf13,cpiesi-o*frthis `patentmaybecbtained,for nreI cents eachwbyfaddressng the SrCQnplmissioneiof Patents, 

